Island



April 8 1924.

w. F. STANTON CARBURETOR Filed April 16, 1917 2 Sheets-Sheet 1 April 8 1924.

W. F. STANTON CARBURETOR 2 Sheets-Sheet 2 Patented Apr. 8, 1924.

[TED STATES PATENT OFFICE.

WARREN F. STANTON, OF IPAW'TUCKET, RHODE ISLAND, ASSIGNO-R TO VERTO PROD- TJ'CTS COMPANY, A CORPORATION OF RHODE ISLAND.

GARBURETOR.

Application filed April 16, 1917. Serial No. 162,394.

To all whom it may concern:

Be it known that I, WARREN F. STANTON, a citizen of the United States, and resident of Pawtucket, in the county of Providence and State of Rhode Island, have invented a certain new and useful Improvement in Carburetors, and do hereby declare that the following is a full, clear, and exact description thereof.

The object of my invention generally stated, is to provide a carburetor of such construction that the fuel and air will be correctly proportioned; the fuel sprayed into the finest possible particles; the fuel flow up to the point of its entrance to the mixing chamber be produced, in the main,by the static head, and thus substantial disturbance by variation in the velocity head of the inflowing air be avoided; there may be increase in the fuel supplied when the air valve lifts during acceleration; and in which the spray, or atomized fuel produced in the mixing chamber may be delivered into the manifold or into the motor without coalescence, and for the attainment of this obj ect and others which will be evident to those skilled in the art when they understand the forms, or embodiments of my invention hereinafter set forth in detail my said invention consists in the carburetor having the characteristics of construction and operation substantially as hereinafter specified and claimed.

In the accompanying drawings- Fig. 1 is a view in vertical section with parts in elevation of a carburetor embodying my invention;

Fig. 2 is a top plan view thereof with parts of the casing broken away;

Fig. 3 is a side elevation of the same;

Figs. a and 5 are detail views in section on an enlarged scale through the rim portion of the air valve;

Fig. 6 is a view similar to Fig. 1 illustrating another form in which my invention may be embodied.

I show my invention as embodied in a form of carburetor having a float chamber A, an air intake chamber B a throttle and spray chamber C, an air controlling valve 10 in the lower part of said chamber and a throttle valve 11 in the upper part of said chamber, all of which parts in their general relative arrangement and functions need no special description since in such respects they are, or may be what is well known.

The air controlling valve 10 has substantially a disk form and in its closed position rests at its lower edge 12, which is out wardly and upwardly beveled, on a seat formed by the correspondingly inclined, but slightly diverging surface 13 extending upward from the opening 14 in the bottom of the chamber C. Extending downward from the valve disk, or head at the center thereof, is a tubular stem 15, which for a portion of its length has external screw thread by which it is connected to the hollow shank, or stem 16 rising from a piston 17 which with a cylinder 18, in which it is vertically movable, constitutes a dash pot, which it may be desirable, although not vitally necessary, to have to prevent jumping of the air valve in action. By the threaded connection provided, necessary vertical adjustment may be readily had, and to enable the convenient rotation of the valve head for such adjustment it has on its underside several downwardly projecting ears, or lugs 19 for the application of the fingers, or a suitable tool for turning the valve head.

From the float chamber A an outlet passage 20 leads downward and then horizontally and delivers the fuel to the interior of a hollow, or tubular, vertical guide 21 rising from the bottom of the carburetor casing, and passing upward and through the dash .pot piston and stem and thus is provided a vertical guide for the air valve and its connected parts. A vertical guide 22, also tubular, extends through and slidably fits a central hole in the valve head 1Q and a downward extension of said valve, said guide 22 being attached to and depending from a cross bar 23 reaching from side to side of the spray chamber C. In the tubularguide 21 is placed a fuel controlling device which regulates the fuel passing from the float chamber by way of the passage 20 leading to the interior of the guide 21. Said device, may, as shown in Fig. 1, take the form of 'a tube 24: slidingly fitting the tube 21 in the upper part thereof and connected with the air valve, so as to partake of the up and down movements of the latter, by means of a head, or flange 25 which rests upon a shoulder formed by the enlargement of the diameter of the opening in the dash, or valve stem 16 above the top of the guide tube 21. Said tube 2& has one, or more, longitudinally extending slits 26 which by the lifting of the tube, by the ascent of the air valve, and to a greater or less ext nt according to the amount of lift of the air valve establishes communication between the interior of the guide tube 21 and the interior of the valve stem so that a quantity of fuel proportioned to the amount of lift of the air valve, will be delivered into the hollow stem of the latter and through passages, hereinafter described, delivered to the mixing chamber C. A coil spring 27 bearing at one end on the top of the flange 25 and at the other end against the bottom of the valve stem 15 serves the dual purpose of holding the tube 25 in position and of preventing accidental turning of the parts on the threaded connection between the valve stem and the piston stem. lVhile for convenient description I use the terms valve stem and piston stem in reality the st 'ucture is a two part stem construction for convenient assemblage and for adjustment of the valve.

As shown in Fig. 6, the fuel controllin or measuring device may have the form of the well-known tapered pin 28 depending from a spring-engaging head 29 by which the pin is connected with and made to partake of the movements of the air valve.

An important feature of my invention is the utilization of the static head as the dominant cause of the fuel flow to a point just short of its entrance to the mixing chamher, and the utilization of the velocity head for producing the mixture of fuel and air or spraying the same. In the embodiments of my invention shown in the drawings, this result is accomplished by the provision of a passage 30 leading upward from the bottom of the valve stem 15 through the latter and into the head of the valve and thence extending horizontally outward to a point adjacent the rim of the valve and thence upward to the top of the latter and providing at the rim of the valve what in effect is an annular recess, or channel 31 interrupted at several points by short walls 32. Opening intothe horizontal portion of the passage 30, where it joins the vertical part that constitutes the channel 31, are numerous comparatively small apertures 3a which extend obliquely downward and outward and emerge on the inclined face of the valve slightly above where it engages its seat on the inclined wall, or surface of the mixing chamber C. The annular channel 31 has an area so much larger than the total area of the orifices, or apertures 34 that the flow of the fuel to the point where the apertures, 34, open into the passage, 30, is produced substantially, wholly by the static head in said chamber G, caused by the depression beyond the air valve; while air passing from the channel 31 and outward through the orifices and meeting the fuel at the inner ends of the orifices will emulsify the latter. This construction takes advantage of the fact that the depression Jvithin the most restricted area between the. air valve and its seat is greater than the depression on the down stream side of the air valve and this pressure head represented by the difference between the above stated depressions results in a flow downward and outward t..rough passages as of an emulsion of air and fuel which is projected beyond the air valve where the fuel subdivdes into the finest possible particles. The orifices 34:, it will be obseved, are straight and free from any abrupt turns, or corners so that there are no obstructive surfaces which the emulsion formed in such orifices encounters, or passes over, and, hence, there is no destruction of the emulsion after it has been formed, but it is delivered into the space outside of the valve head for the spraying action of the air.

In the periphery of the valve head 10, immediately above the series of orifices 3a, is a sharp edged annular groove 35, which by interrupting the continuity of the surface of the valve head prevents the adhesion, or clinging of fuel to such surface above the orifices 34 and causes their projection thereof into the space beyond.

Gravity may be depended upon to seat the air valve, or it may be supplemented by a spring which may be a coil spring 36 bearing at one end on the dash pot piston and at its other and upper end against an annular shoulder 37 on the carburetor casing. The force, or pressure with which the air valve tends to remain seated determines the static head within the mixing chamber C, and hence, the pressure, or force by which is produced the flow of fuel to the passages within the air valve as hereinbcfore explained.

The upper guide 22 for the air valve is made tubular in order that it may form a guide for the throttle valve 11, which has a reciprocating or to and fro movement towards or from its seat, and it has a stem 38 which slidably fits the interior of the tubular guide 22. The valve head and the stem have the appearance of a mushroom. T he lower end of the stem 38 closely fits the interior of the guide 22 so as to prevent the passage of fuel, and a short distance above its lower end said stein has an annular groove 39 that provides a space with which the inner ends of several upwardly extending apertures 40 in the walls of the guide 22 communicate, the lower ends of said apertures communicating with an annular space il in the air valve head surrounding the guide 22. Communicating with said annular space 11 are the inner ends of several radially extending openings 42 in the air valve head which reach to the periphery of said head and into which thereat any'accumulation of fuel, or emulsion may flow, and passing through the several passages and annular grooves mentioned, and reaching a hole or channel' lg leading upward through the stem 38 and the throttle valve 11, will be discharged therefrom on the downstream side of the throttle valve. Communication between the space formed by the annular groove 39 around the stem 38, and the passage 43 is afforded by one, or more radial holes 44:. Thus an eXcessive accumulation of emulsion, or fuel around the air valve is prevented. The height, or level of the outer ends of the passages 42, determines the volume of the emulsion accumulating aroundthe air valve head. Small openings 49; communicating with annular space 31 and passage 42 allow any fuel that may at times collect in space 31 to pass into the passages 42. This accumulation of fuel or emulsion of air and fuel, as willbe evident, takes place when the air valve is quite close to its seat and the quantity flow of air flowing by such valve is small, as during periods of idling, and this accumulation is desirable because it provides an additional amount of fuel that is available at the mo ment when the throttle valve is opened and thereby gives the necessary richness to the mixture to assure stability to the device during the time required to overcome the inertia ofthe fuel and cause it to flow through the passages and emulsifying orifices; and yet it is important to prevent so great an accumulation as might cause themotor to stagger.

By the displacement of the fuel in the chamber formed within the stem 15 of the air valve, due to the lifting of the latter, an additional amount of fuel is provided during the period of acceleration, that is to say, as the result of such displacement, or pumping action, there is a quantityof fuel forced through the passages leading to the mixing chamber in addition to that due to the normal rate of flow under the static head. This displacement, or pumping ac tion, in the construction shown is due to the fact that the tubular guide 22 is .sta-

a surface having the diameter of guide 21- has a modifying effect onthepumping ac tion. The area and amount of movement of the bottom end of the stem 38 oft-he throttle valve 11, also gives a pumping action, or displacement, due to the'throttle movement alone.

The flow from the float chamber A into the passage 20 may be opened, or cut off at will by the'manipulation of a valve 45, having a valve seat 46 at the entrance to said passage. Said valve 4E5is on the lower end of a tube 47 which is vertically movable in guides 458 on the side. of the float chamber casing, or frame, and communication between the interior of said tube and the'interior of the float chamber is afforded by :a radial hole 49 just above the valve 45, so that there may be a fiowof fuel into said tube. At its upper end the opening in the valve carrying tube 47 communicates with the interior of a short piece of tubing or pipe 50, the top of which forms a, valve seat for a ball valve 51,

which, when seated, prevents the flow of" fuel from the valve tube into a. chamber 52 containing said valve 51, and from which chamber a port, or passage 53 leads through c 's z in tm'xin cnamier' the ros bar 23 he 1 g l l C,

and has a downturned passage, or outlet call for a supply of fuel in addition to that supplied otherwise to the mixing chamber C.

The ball-engaging end of the valve tube 47 is notched,,as shown, so as to allow the pars sage of fuel when the tube engages the ball and lifts the same from its seat. For moving the valve tube 47 up and down, it has fixed to it a radial arm 55 which rests upon a cam in the form of an arcuate rib 56 whose arm-engaging surface is inclined so thatby swinging the arm in contact with such inclined surface the valve tube will rise, or fall according to the direction of rotation. A suitable connection 57 is made between the arm 55 and an operating lever mounted in convenient reach of the driver on the dash, or instrumentboard, or the steering column of the car, so that the desired swinging movement may be imparted to the lever andpreferably at the extremes of movement the words 05 and Start are provided to indicatethat according to the position of the operating arm 55 the fuel supply for starting is cut off, or it is opened. The fuel thus delivered into the mixing chamber by way of the by-pass, which includes the passage 53, for starting, is not projected, or deliveredinto the moving air currents in the mixing chamber, but falls to the upper side of the'air valve and finds its "ay into the air currents by passing over the upperside of said valve and entertill ing the channels and orifices at, or near the periphery thereof, and as well by way of the passages 42 it may pass through the throttle valve and its stem to the down-stream side of the throttle valve. It will be observed that the valve mechanism, including the valve carrying tube ll, is exceedingly simple, both in structure and operation and its uses and use may be easily understood, and yet it provides for the supply of fuel for starting and for an extra supply of fuel when needed, and by the degree of lift of the valve to from its seat it the quantity of fuel flowing from the float chamber to the emulsifying spraying channels and orifices is controllable, and hence, the fuel ratio curve may be determined under any condition.

passage is of importance in connection with the use of means for adjusting the proportions of the mixture because an adjustment may be given said valve 45 which will give the greatest economy under the ordinary running conditions of the motor without upsetting the idling mixture. Another decided advantage is that the fuel control means between passage 20 and passage (tapered needle, etc.) does not require a change in adapting this carburetor to different motors requiring different mixture ratio curves and that the fuel ratio curve characteristic is easily changed by the operator at any time. This control of the fuel ratio curve characteristic by valve I consider of great importance wherever a fuel control. means (tapered needle, etc.) interconnects with an air valve or throttle.

()ne of the important objects of my invention is to pr -vent the undoing of the spraying, or atomization which takes place in the cramber C, in the passage of the spray to the down. stream side of the throttle valve it. This object I accomplish by giving to the throttle valve and its cooperating seat such form, or configuration, and so move the i'lllOlTl'lQ valve that no surface will exist upon which the spray will impact, and as a result of the impact, or collision produce the coalescence of the particle of spray. The movement of the throttle valve is a straight line to and fro movement which causes no change of position of its surfaces with reference to the flow of the spray, and hence, when moved from its seat no surfaces are moving to a position to intercept, or obstruct the flow of the spray, as is the case with a butterfly valve and the surface of the valve head towards the valve seat and the wall of the mixing chamber between the valve head and the seat and other adjacent surfaces is venturi shaped, or flaring. Such surfaces, both of throttle valve and casing wall with which the particles come in contact approximate stream lines that involve no sudden, but on the contrary a gradual, change of direction of travel and, of course, the tendency of the motion is to carry the particles a from the valve. The Venturi like section beyond the minimum area between the throttle valve and its seat effects further vaporization of the particles as they enter the depression upon the down stream side of the throttle valve and they will be projected thereinto with a relatively slight change of direction, and in a direction that is towards the center of the fluid stream and thereby minimize the likelihood of the particles striking the walls of the pipe leading from the carburetor to the motor. Thus no surfaces are presented to the flowing particles upon which they strike, or impinge, and hence the spray once produced in the mixing chamber C is delivered to the downstream side of the throttle valve unimpaired by any coalescence of particles, or drops which comes from collision with surlaces.

It will beobserved that the efliciency of the velocity head in spraying is high since it acts within the area of greatest restriction between the air valve and its seat.

Through the dash pot piston is a hole'5S parallel with the direction of movement of the piston, and passing through said hole is a stationary pin 59 that is removably secured in place, as by means of a threaded shank that engages thread in the carburetor casing, and having outside the latter a head which is accessible from the outside so that such pin may be readily removed and replaced by another. By the employment of pins of different diameters, so that more, or less of the hole 58 will be occupied, the rate of movement of the dash piston may be adjusted. Liquid in the dash pot cylinder is fuel which is supplied through a passage 60 leading from the float chamber above.

The float chamber and the air inlet chamber B in communication through a passa 61 so that should any depression exist in the air intake chamber it will also exist in the loatchamber A.

If desired, pr vision may be made for the supply of either hot, or cold air to the carburetor, it being necessary for such purpose merely to supply a suitable form of valve in the air intake chamber B by which either hot, or cold air may be supplied. I show in a general way a valve for this purpose which consists of a strip 62 of metal that may be shifted to open and close alternately hot and cold air openings leading into the air intake chamber.

I am aware that my invention may be embodied in both vertical and horizontal carburetors and in many different forms and in forms in which not all the advantages which come from the ones illustrated in the drawings, are derived, or desired to the lltl 1 Fit) air around the valve the mixture 1,4ee,eoe

throttle valve, and yet one of the important characteristic features of my invention not be lost, such features being the utilization.

of the static head substantially independent of the velocity head for producing the fuel flow. In an application for patent 162,395 filed April 16, 1917, I illustrate such an em bodiment of my invention.

An important feature of my invention is the central discharge of starting fuel through the'throttle valve, 11, which-thus makes the entrance of the starting fuel into the passage beyond the throttle valve remote from the side walls of suclr passage which prevents the fuel striking the cold surfaces of such passage and condensing and the drops coalescing thereon, and this feature of the central discharge is of further importance in the disk form throttle valve in what when idling there is an annular wall, so to speak, of air flowing between.

the side walls of such passage and the fuel centrally emitted therein. By the flow of produced is a homogeneous mixture. 1

Another feature of importance is the use of the disk form throttle in a carburetor having an air valve of the type shown, which throttle and its seat are concentric with such air valve because there are no er-' ratio changes of direction of flow of the mixture through the carbureting chamber and past the throttle valve, such as are bound to occur when'the'throttle is'of the butterfly valve type, the result being with my carburetor that there are no internal disturbances that tend to vary the proper ratio of fuel and air and which undothe mixing of the air and fuel by condensationor other efi'ects of surfaces with which the mixture after being formed comes into con-- tact.

Still another feature of importance is the Y preservation of theratio of air and fuel at all stages of the lift of the air valve due to the fact that the space between the periphery of the air valve and the interior of the mixing chamber varies in size in proportion to the lift of the air valve and the passage of fuel through the metering device varies with the distance of the air'valve from'its seat. The result is that at all speeds of the engine there is just the right proportion of fuel and air and such proportion is auto matically varied according to changes of the speed of the engine because the lift of the air valve is dependent upon the speed of the engine, that is to say, the degree of vacuum or pressure drop above the air valve.

It will be observed that when the valve, 45, is operated by hand to vary the fiowof fuel from the float chamber into the passage, 20, the metering device which receives fuel from the passage, 20,- and automatically regulates its flow to the mixing chamber according to the lift of the air valve is in no wise affected, but it remains at whatever adjustment it is set. It therefore follows that with the metering device adjusted to give a certain flow of fuel, the ratio of fuel de= livered by the metering device to the air flowing to the mixing chamber remains unchangedat all position s of thevalve, 45,

which allow fuel to flow to the metering de- 1 vice to the full capacity thereof, and it is only when the valve, 4:5, is moved to a position to diminish the fuel supplied to the metering device to less than the full capacity thereof'that change in the ratio of fuel to air may take place.

Having thus described'my invention what I claim is W 1. In a carburetor, a-casinghaving a mix.-

ing chamber and a valve seat, an air valve movable to and from said seat, means for delivering fuel from a source of supply to the mixing chamber, a throttle valve, a fuel well between the air valve seat and the throttle valve, means for maintaining a constant supplyoffuel to such well, and means for delivering fuel from such well to a point beyond the throttle valve comprising a pas- I sage leading from the well to the down stream, side of the valve;

'2. Ina carburetor, a casing having a mixing chamber and a valve seat, an air valve'movable to. and from 'saidgseat, a tubular guide for send 3/11 valve, a throttle valvehaving a stemin said tubular guide,

the throttle having an opening leading to its side beyond the mixing chamber, a pas- "sage being provided for the flow of fuel into the mixing chamber adjacent the air valve and a passage being provided from the nterlor of the air valve and communicating with the throttle valve passage for the flow of fuel from a point adjacent the air valve, to theside of the throttle valve beyond the mixing chamber, and a well for the accumulation of fuel between the air valve seat and the throttle valve from which fuel may be taken and delivered beyond the throttle valve.

3. A carburetor having a mixing cham passage for delivering starting-fuel beyond thethrottle valve substantially centrally of the space beyond the throttle valve, and a manually operated valve controlling the supply of starting fuel.

4. A carburetor havin a mixing cham her into which air and fuel are delivered, a throttle valve of disk form having an annular seat at the outlet from the mixing chamber to and from which the throttle valve is movable in an axial direction, a passage for delivering starting fuel beyond the throttle valve substantially centrally of the space beyond the throttle valve, and a manually operated valve controlling the supply of starting fuel, said passage for starting fuel extending through the throttle valve and leading from a point within the mixing chamber to the side of the throttle valve. beyond the mixing chamber.

5. A carburetor having a mixing chamher into which air and fuel are delivered, a throttle valve, an air valve movable to and from a seat in the mixing chamber, a fuel well between the air valve seat and the throttle valve, said well being on the upper side of the air valve, a passage for starting fuel leading from the well through the throttle valve and discharging 'on the side thereof beyond the mixing chamber, and a passage discharging within theinixing chamber above the air valve to supply starting fuel, said passage being controlled by a manually operated device.

6. A carburetor having a source of supply of fuel, a mixing chamber, an air valve that is hollow to provide for the passage of fuel to the mixing chamber, a device to control the flow of fuel into the hollow air valve, and means situatedbetween the fuel controlling device and the mixing chamber, acting upon the fuel within the air valve after it passes said device, to expel fuel from the air valve to the mixing chamber.

7. In a carburetor, casing provided with a mixing chamber, an air valve having a hollow interior in communication with a source of supply of fuel and in communication with th mixing chamber, a relatively stationary member in said air valve intehaving a mixing chamber with circular walls,

an annular air valve movable in a straight line to and from its seat, such valve being concentric with the circular walls of the mixing chamber, means for delivering fuel to the mixing chamber, to meet the stream of air flowing between the valve and its seat when the valve is off its seat, a circular outlet from the mixing chamber, and a disk-form throttle valve controlling such outlet movable in an axial direction from its seat, said throttle valve being concentric with the air valve.

9. A carburetor having a casing provided with a mixing chamber and a valve seat, an air valve movable to and from said seat, means for delivering fuel through the air valve to the mixing chamber, means for passing fuel through the air valve and accumulating such fuel within the mixing chamber above the fuel outlet, a throttle valve and means for taking fuel from such accumulation and delivering the same to a point beyond the throttle valve supplementary to other fuel passingfrom the mixing chamber, such supplementary fuel being taken when the throttle valve is opened.

10. A carburetor having a chamber with an air inlet, means to bring together in such chamber fuel and air entering such chamber to produce the explosive mixture, and means making the static head within the carburetor the dominating influence upon the flow of fuel to the point where it is subjected to the action of air entering the chamber through the air inlet whereby the flow of fuel is independent of the velocity head of the air at the place of mixture.

11. A carburetor having-a circular mixing chamber, an air valve having a seat concentric with the mixing chamber, said valve lifting from its seat upon reduction of pressure upon the side thereof toward the mixing chamber, means for dominating flow of fuel by the static head within the carburetor comprising the passage within the valve which is in communication with a source of supply of fuel, and atomizing means comprising openings leading from such passage to the valve periphery and discharging the fuel to the air flowing past the valve periphery.

In testimony that 1 claim the foregoing I have hereunto set my band.

WARREN F. STANTON. 

